CA2297605A1 - Antiice skidding apparatus - Google Patents
Antiice skidding apparatus Download PDFInfo
- Publication number
- CA2297605A1 CA2297605A1 CA002297605A CA2297605A CA2297605A1 CA 2297605 A1 CA2297605 A1 CA 2297605A1 CA 002297605 A CA002297605 A CA 002297605A CA 2297605 A CA2297605 A CA 2297605A CA 2297605 A1 CA2297605 A1 CA 2297605A1
- Authority
- CA
- Canada
- Prior art keywords
- chassis
- vehicle
- skidding apparatus
- anti ice
- recited
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Abandoned
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Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T1/00—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles
- B60T1/12—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting otherwise than by retarding wheels, e.g. jet action
- B60T1/14—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting otherwise than by retarding wheels, e.g. jet action directly on road
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
- B60B39/00—Increasing wheel adhesion
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Tires In General (AREA)
Abstract
An anti ice skidding apparatus for providing resistance to lateral forces acting on a vehicle. The anti ice skidding apparatus includes a disc chassis, a device for engaging a roadway pivotally connected to the disc chassis and a device for securing the disc chassis to an underside of the vehicle. A device is connected to the securing device for pivoting the securing device between a first position maintaining the disc chassis and engaging device at a distance above the roadway and a second position placing the engaging device in engagement with the roadway. The engaging device is able to engage the roadway and provide additional resistance io lateral forces acting on the vehicle when in the second position. The engaging device may be one of a plurality of rollers or a blade which will engage with icy surfaces on the roadway and cut a groove in the icy surface to provide additional resistance to the lateral forces acting on the vehicle. The plurality of rollers and the blade each include a sharp edge extending around a periphery thereof, the sharp edge acting to cut a groove on any icy or soft surfaces over which the vehicle passes when in the second engaged position.
Description
nN'I'I ICI; SKIDDING APPAKATUS
I3~1CKGROUND OF THE INVENTION
Field of the Invention The present invention relates generally to motor vehicle anti skid devices and, more specifically, to an apparatus attached to the undercarriage of a motor vehicle and activated by a user within tl2e motor vehicle to extend until at least a portion thereof engages an icy surface whereby the apparatus will provide a resistance to lateral movement by the motor vehicle.
Description of the Prior Art Numerous dCVICf',5 WI11C11 IllUdlly the existing systems of steering, acceleration and especially brakinb, such as the anti locking braking system, for attempting to avoid the loss of control of a motor vehicle on wet and icy sur('aces exist. 'I~I~ese systems do not have the sole purpose of engaging upon entering hazardous icy portions of a roadway to resist lateral forces acting on a vehicle when on the icy surface which would normally cause the vehicle to skid and possibly spin.
I3~1CKGROUND OF THE INVENTION
Field of the Invention The present invention relates generally to motor vehicle anti skid devices and, more specifically, to an apparatus attached to the undercarriage of a motor vehicle and activated by a user within tl2e motor vehicle to extend until at least a portion thereof engages an icy surface whereby the apparatus will provide a resistance to lateral movement by the motor vehicle.
Description of the Prior Art Numerous dCVICf',5 WI11C11 IllUdlly the existing systems of steering, acceleration and especially brakinb, such as the anti locking braking system, for attempting to avoid the loss of control of a motor vehicle on wet and icy sur('aces exist. 'I~I~ese systems do not have the sole purpose of engaging upon entering hazardous icy portions of a roadway to resist lateral forces acting on a vehicle when on the icy surface which would normally cause the vehicle to skid and possibly spin.
24 May, 1999 A conventional motor vehicle 10 is illustrated in Figures 1 and 2 without an anti ice skidding apparatus as disclosed by the present invention. This vehicle 10 is traveling on a roadway 12 and is approaching a patch of ice 14. As can be seen from Figure 2, when the motor vehicle lU reaches and begins to travel over the patch of ice 14, the tires 1G lose a great deal of traction. While on this patch of ice, lateral forces as indicated by the dashed arrows labeled with the numeral 18 act thereon causing the vehicle l0 to skid and slide.
The lateral forces 18 arc clue to the limited amount of traction and cause the motor vehicle to slide as indicated by the dashed outline of the motor vehicle indicated by the numeral 20. When a motor vehicle 10 is subject to and unable io resist these lateral forces the motor vehicle may slide off the roadway 12 and into objects such as trees 22 on the side of the roadway 12, slide into another motor vehicle sharing the roadway 12 or even spin out. Any of these situations may cause painful and possibly critical injuries to the occupants of the vehicle 12.
It is thus desirable to provide a device which may be attached to an undercarriage of a motor vehicle and is selectively deloloyed by the operator of the motor vehicle to provide a resistance to lateral movement of the vehicle. It is further desirable to provide a device which is able to control the direction of a motor vehicle while on an icy surface. It is still further desirable to provide a device which will not impede the momentum of the motor vehicle while resisting the lateral forces encountered while traveling on an icy surface. It is 24 Mey, 1999 even (ilrll~er c(esirahle to provide an anti ice skidding apparatus which is able to provide a breaking i'orcc for aiding the motor vehicle in braking on an icy surface.
The lateral forces 18 arc clue to the limited amount of traction and cause the motor vehicle to slide as indicated by the dashed outline of the motor vehicle indicated by the numeral 20. When a motor vehicle 10 is subject to and unable io resist these lateral forces the motor vehicle may slide off the roadway 12 and into objects such as trees 22 on the side of the roadway 12, slide into another motor vehicle sharing the roadway 12 or even spin out. Any of these situations may cause painful and possibly critical injuries to the occupants of the vehicle 12.
It is thus desirable to provide a device which may be attached to an undercarriage of a motor vehicle and is selectively deloloyed by the operator of the motor vehicle to provide a resistance to lateral movement of the vehicle. It is further desirable to provide a device which is able to control the direction of a motor vehicle while on an icy surface. It is still further desirable to provide a device which will not impede the momentum of the motor vehicle while resisting the lateral forces encountered while traveling on an icy surface. It is 24 Mey, 1999 even (ilrll~er c(esirahle to provide an anti ice skidding apparatus which is able to provide a breaking i'orcc for aiding the motor vehicle in braking on an icy surface.
24 May,1999 SUMMARY OF 'fIIL I'RL;SENT INVENTION
The present invention relates generally to motor vehicle anti skid devices and, more specifically, to an apparatus attached to the undercarriage of a motor vehicle and activated by a user within the motor vehicle to extend until at least a portion thereof engages an icy surface whereby the apparatus will provide a resistance to lateral movement by the motor vehicle.
A primary object of the present invention is to provide an anti ice skidding apparatus that will overcome the shortcomings of prior ari devices.
A further object of the present invention is to provide an anti ice skidding apparatus able to be connected to an undercarriage of a motor vehicle and resist lateral forces without impeding the forward momentum of the vehicle.
Another object of the present invention is to provide an anti ice skidding apparatus able to be deployed for engagement with a surface on which the motor vehicle is traveling from within a motor vehicle.
24 May, 1999 A still further object of the present invention is to provide an anti ice skidding apparatus wherein the deployment device uses an actuator switch connected to a hydraulic piston.
A yet further object of the present invention is to provide an anti ice skidding apparatus wherein the hydraulic piston is connected to an extender for a chassis bearing shaft.
Another object of the present invention is to provide an anti ice skidding apparatus wherein the chassis includes a plurality of sharp edged discs arrayed in a serial alignment.
A still further object of the present invention is to provide an anti ice skidding apparatus wherein the chassis bearing shag mounts astride the disc chassis.
A yet further object of the present invention is to provide an anti ice skidding apparatus having a vertically mounted hydraulic pislotl connected to the disc chassis and divergent vertically mounted chassis bearing shafts also connected to the disc chassis.
A still further object of the present invention is to provide an anti ice skidding apparatus having a blade which is hydraulically deployed and is used as a brake for a motor vehicle while on an icy surface.
G
24 Mny,1999 Another object of the present invention is to provide an anti ice skidding apparatus that is simple a~ul easy to use.
A still further object of the present invention is to provide an anti ice skidding apparatus that is economical in cost to manufacture.
Additional objects of the present invention will appear as the description proceeds.
An anti ice skidding apparatus for providing resistance to lateral forces acting on a vehicle is disclosed by the present invention. The anti ice skidding apparatus includes a disc chassis, a device for engaging a roadway pivotally connected to the disc chassis and a device for securing the disc chassis tv an underside of the vehicle. A device is connected to the securing device for pivoting the securing device between a first position maintaining the disc chassis and engaging device at a distance above the roadway and a second position placing the engaging device in engagement with the roadway. 'hhe engaging device is able to engage the roadway and provide additional resistance to lateral forces acting on the vehicle when in the second position. The engaging device may be one of a plurality of rollers or a blade which will engage with icy surfaces on the roadway and cut a groove in the icy surface to provide additional resistance to the lateral forces acting on the vehicle.
The plurality of rollers and the blade each include a sharp edge extending around a periphery thereof, the sharp edge acting to cut a groove on any icy or soft surfaces over which the vehicle passes when in the second engaged position.
24 Mey, 1999 T'o the accomplishment of the above and related objects, this invention may be embodied in the form illustrated in the accompanying drawings, attention being called to the fact, however, that the drawings are illustrative only, and that changes may be made in the specific construction illustrated and described within the scope of the appended claims.
24 Mey, 1999 I3It11:1~ DESCIZIY'I'ION OF 'I'I-IE DRAWING FIGURES
Various other objects, features and attendant advantages of the present invention will become more litlly appreciated as the same becomes better understood when considered in conjunction with the accompanying drawings, in which like reference characters designate the same or similar parts throughout the several views.
FIGURE 1 is a perspective view of a conventional motor vehicle about to enter upon a sheet of ice whereupon the steering and braking systems of the vehicle will encounter difficulties with traction and breaking on the tractionless surface;
FIGURE 2 is a perspective view of the vehicle shown in figure 1 traveling over the icy surface, a view of the vehicle skidding on the icy surface is shown in dashed lines;
FIGURL 3 is a perspective view of a vehicle including the anti ice skidding apparatus of the present invention installed thereon and engaged as the vehicle travels over a patch of ice on a road;
I~1GURC 3A is an enlarged view of the anti ice skidding apparatus of the present invention engaging a palclt of ice taken from within the circle labeled 3A of Figure 3;
24 May, 1999 FIGURE 4 is an enlarged view of the anti ice skidding apparatus of the present invention;
FIGURC 5 is a side view of a motor vehicle with the anti ice skidding apparatus of the present invention installed thereon, the vehicle being illustrated in dashed lines to show an operator of the vehicle activating the anti ice skidding apparatus;
I~IGUIZI: SIB is an enlarged view of the anti ice skidding apparatus of the present invention taken from within the circle labeled SA of Figure 5;
FIGURE SB is an enlarged view with parts cut away of the hydraulic piston of the anti ice skidding apparatus of the present invention;
FIGURC 6 is a side view of a motor vehicle with the anti ice skidding apparatus of the present invention installed thereon in a disengaged position;
hIGURL 6A is an enlarged view of the anti ice skidding apparatus of the present invention lakea ti-onl within tl~e circle labeled fi~1 of figure G, tltc anti ice skidding apparatus is shown in the engaged position by dashed lines;
FIGURE 7 is a side view of the atlti ice skidding apparatus of the present invention in the fully deployed operative position;
24 May, 1999 rIGURL; 8 is a side view of the anti ice skidding apparatus of the present invention illustrating a physical force (1~a) being applied to actuate the apparatus;
~IGLIRI9 is ~ rear undercarriage view of the motor vehicle including the anti ice skidding apparatus of the present invention installed thereon and in a fully extended position;
FIGURL 10 is a perspective view of a second embodiment of the chassis bearing shaft for the anti ice skidding apparatus of the present invention;
I~IGURr 11 is an enlarged perspective view of the second embodiment of the anti ice skidding apparatus of the present invention installed on a vehicle and in the engaged position;
hIGUIZE 12 is a rear undercarriage view of a motor vehicle icicluding the second embodiment of the anti ice skidding apparatus of the present invention installed thereon;
PIGUItE 13 is a side view of a motor vehicle including the second embodiment of the anti ice skidding apparatus of the present invention installed thereon, the vehicle being 24 May, 1999 illustrated in dashed lines to show an operator of the vehicle activating the anti ice skidding apparatus;
hIGURE 14 is a rear undercarriage view of a third embodiment of the anti ice skidding apparatus of the present invention having two pivotal divergent chassis bearing shafts connected to the disc chassis;
FICiUR~ 15 is an enlarged view of the third embodiment of the anti ice skidding apparatus of the present invention with the retracted non operative position of the apparatus being shown in dashed lines;
rIGURI? IG is a perspective view of the anti ice skidding apparatus of the present invention including an additional blade for use as an additional braking device when engaging an icy surface;
FIGURE 17 is an enlarged view of the anti ice skidding apparatus of the present invention including the additional blade taken from within the circle labeled 17 of Figure 1 G;
a4 M~y, a~9 l~lCiLlItl? 1 R is a bottom view of a vehicle leaving the anti ice skidding apparatus of the present invention connected to the under carriage thereof and having a dedicated hydraulic reservoir system; and F1GURL 19 is bottom view of a vehicle having the anti ice skidding apparatus of the present IrlVCrltl011 COIlIICCICd to the under carriage thereof and using the hydraulic reservoir systcrn of the motor vehicle.
24 May, 1999 DESCRIIrfION OF'fIIE REFERENCED NUMERALS
Turning now descriptively to the drawings, in which similar reference characters denote similar elements throughout the several views, the higures illustrate the anti ice skidding apparatus of the present invention. With regard to the reference numerals used, the following numbering is used throughout the val-ious drawing figures.
lU motor vehicle 12 roadway 14 patch of ice on roadway 16 tires of vehicle 18 arrows indicating lateral forces applied to vehicle 2U dashed outline of vehicle subject tv lateral forces 22 objecUtrees on side of roadway 24 anti ice skidding apparatus of the present invention 24 May, 1999 26 motor vehicle tv which anti ice skidding apparatus is attached 28 underside of motor vehicle 3U tires of motor vehicle 32 plurality of rollers 33 bearing pivotally connecting disc chassis and chassis bearing shaft 34 disc chassis 35 cut formed in ice by rollers 36 chassis bearing shaft 37 ice chips being displaced by rollers 38 ~u-row indicating pivoting of support structure 4U roller bearing 2~ May, 1999 42 pair of rails forming disc chassis 44 arrow indicating rotation of rollers 45 cutting edge of roller 46 operator of vehicle 48 pedal Cor actuating apparatus 50 hydraulic piston 52 fluid line 54 support structure 56 recess extending through support structure 58 source of hydraulic fluid 60 piston rod 62 hydraulic fluid 24 May, 1999 64 arrows indicating flow of hydraulic fluid through fluid line 66 spring within piston 68 arrow indicating movement of apparatus from engaged to disengaged position 70 arrow indicating tnovement of apparatus from disengaged to engaged position 72 arrow indicating retraction of the piston 74 connectiot>Jpivot point between chassis bearing shaft and support structure 76 connectivtl/pivot point between disc chassis and chassis bearing shaft 78 brake booster 80 al-rows indicating moment on the rollers applied by the chassis bearing shailr 24 May, 1999 82 second embodiment of the chassis bearing shaft 84 axle connecting chassis bearing shall to disc chassis 86 first tine of second embodiment of chassis bearing shaft 88 second tine of chassis hearing shaft 9() third embodiment of chassis bearing shaft 92 cylinders forming third embodiment of chassis bearing shaft 94 first piston 95 piston rod for first piston 96 second piston 97 piston rod for second piston 98 pivot point connecting first piston to vehicle I4 Mny, 1999 100 pivot point connecting second piston to vehicle 102 alternate embodiment of the anti ice skidding apparatus 104 blade l OG hydraulic connection 108 cable connection 1 10 cable 1 12 pulley 114 piston rod 11 G hydraulic reservoir for anti ice skidding apparatus 1 18 brake system of vehicle 12U hydraulic reservoir for brake sysletn 24 May, 1999 Dr'I' I . ? ) )I:_~C IIrfION OF T'IIE~' F.FGRRF. ) ~_MI30DIMP.NT
Turning now descriptively to the drawings, in which similar reference characters denote similar elements throughout the several views, Figures 3 through 19 illustrate the anti ice skidding apparatus of the present invention indicated generally by the numeral 24.
The anti ice skidding apparatus 24 is illustrated in Figures 3 and 3A attached to a motor vehicle 26. 'i~he apparatus 24 is connected to an underside 28 and positioned between the tires 30 on either side of the vehicle 26. '1'Itc apparatus 24 includes of a plurality of rollers 32 mounted to a disc chassis 34. A chassis bearing shaft 36 is connected to a central section of the disc chassis 34 for moving the plurality of rollers 32 between an activation position in which the rollers engage the roadway 12 or ice patch 14 and a deactivated position in which the rollers 32 arc not engaged with the roadway 12 or ice patch 14. 'the apparatus 24 is illustrated in the activated position engaging the ice patch 14 as is shown by the cut 35 formed in the ice patch 14 and the ice chips 37 being displaced by the rollers 32.
figure 4 illustrates a perspective view of the anti ice skidding apparatus 24 of the present invention. As Call be seen from this figure, the chassis bearing shaft 36 is pivotally connected to the disc. chassis 34 at a pivot point by a bearing 33. The pivotal nature of the connection is shown by the arrows indicating the pivoting of the chassis bearing shaft 36 labeled with the numeral 38. 'Ihe disc chassis 34 includes a pair of opposed rails 42 having a plurality of fixedly positioned axles. Each of the plurality of rollers 32 are rotatably 25 May, 1999 connected between the hair of rails 42 by a respective roller bearing 4U. Each roller 32 is able to rotate about its respective roller bearing 40 as indicated by the arrows labeled with the numeral 44. Each of the plurality of rollers 32 has a cutting edge 45 located along a periphery thereof for cutting into the ice when the disc chassis 34 is extended by the chassis bearing shaft 36 into the engaged position.
figure 5 is a perspective view liken in the direction of the arrow labeled 5 in l:igure 3 and shows the vehicle 2G and a vehicle operator 4G in dashed lines. An enlarged view of the anti ice skidding apparatus 24 1S s110W11 In Figure SA taken from within the circle labeled with the numeral SA in Figure 5. Shown is the motor vehicle operator 46 engaging a pedal or actuation switch 48 for actuating an hydraulic piston 50. The hydraulic piston 50 is pivotally conacctcd to the underside of the vehicle 2G and is actuated by the pedal 48 through a fluid line 52. A support structure 54 is secured to the undercarriage of the vehicle 2G and the chassis bearing shall 3G is pivotally connected thereto. A
recess 56 extends through the support structure 54 and a piston rod 6U of the hydraulic piston SU
extends therethrough and engages the chassis bearing shaft 36. The size of the recess 56 determines the range within which the chassis bearing shall 3G is able to pivot. When the piston rod 60 is positioned at the base of the recess SG as shown in 1~igure SA, the apparatus 24 will be in the activated position and the rollers 32 will engage the ice patch 14. 'fhe pedal 48 is connected between a source of hydraulic fluid 58 and the hydraulic piston 50. Upon engaging or applying pressure to the pedal 48, the source of hydraulic 25 May, 1999 fluid 58 is connected to deliver hydraulic fluid through the fluid line 52 to the hydraulic piston 50. '1"his causes the hydraulic piston rod 60 to be extended from the hydraulic piston 50 thereby moving the piston rod GO along the length of the recess 56 to the base of the recess SO and pivoting lllc chassis bearing sllatt 36 towards lhc roadway 12.
The chassis bearing shaft 36 carries the disc chassis 34 and rollers 32 towards the roadway 12 as it pivots to place the rollers 32 into engagement with the roadway 12 or ice patch 14. The flow of hydraulic fluid 62 through the fluid line 52 is shown by the arrows labeled with the numeral 64.
An enlarged view with parts cut away oC the inside of the hydraulic piston 50 is ShOWIl 111 Figure SI3. 1'hls figure shows the tlow of hydraulic fluid against the piston rod 60. T'hc piston rod 60 includes a spring 66 therein whereby upon removal of the pressure supplied by the hydraulic fluid 62, such as when the operator 46 removes pressure from the pedal 48, the piston rod 60 will be caused to retract back into the hydraulic piston 50 IllOVlng the ilppariltUS 24 info a disengaged position as illustrated in figure 6.
An enlarged view of the apparatus 24 is illustrated in Figures 6A and 7 showing the movement between the engaged and disengaged positions. The engaged position is shown in dashed lines in Figure 6A and the disengaged position is shown in dashed lines in Figure 7. An arrow indicating the pivoting of the chassis bearing shaft 36 from the engaged position to the disengaged position is indicated by the numeral 68. An arrow indicating the 25 May, 1999 pivoting of the chassis bearing shaft 36 from the disengaged position to the engaged position is indicated by tl~c numeral 7(). /1s indicated by tlrc arrow labeled with tl~c numeral 72 in Figure 6A, when the apparatus moves from the engaged position to the disengaged position tl~c piston rod 6U is retracted back into the piston 50 riding along the length of the recess 56 until it reaches the top of the recess 56. As the piston rod 60 retracts the chassis bearing shaft 36 is carried with it, pivoting about the connection point 74 with the support structure 54 in a direction towards the vehicle 26. As the chassis bearing shaft 36 pivots in this direction, the disc chassis 34 is caused to pivot about its connection point 76 with the chassis bearing shall 36 as it rises above the roadway 12 carrying the rollers 32 therewith.
Figure 7 illustrates movement of the apparatus 24 in the opposite direction as Figure 6A, from the disengaged position to the engaged position. When a pressure is applied to the pedal 48 the brake booster 78 is caused to close thereby providing a flow path for the hydraulic Iluid in the reservoir 58. The hydraulic fluid Mows through the now line 52 and into the piston 50 exerting a force against the piston rod 60 and causing the piston rod 60 to extend further from the piston 50. As the piston rod 60 is extended from the piston 50 it rides ICOrl1 the top to the bottom of the recess 56. 'This causes the chassis bearing shall 36 connected to the piston rod 60 to pivot about the pivot point 74 towards the roadway and ice patch 14. As the chassis bearing shag 36 pivots, the disc chassis 34 is also caused to pivot about the pivot point 76 towards the roadway and ice patch 14. The 25 May, 1999 rollers 32 are carried with the disc chassis 34 until they contact the roadway 12. At this point the apparatus 24 is in the engaged position and the pivoting of the chassis bearing shaft 36 and disc chassis 34 ceases. As indicated in the figure, the length of the recess 56 and thus the maximum distance traveled by the chassis bearing shaft 36 at the connection to the piston rod 60 is preferably about 1 mm. As the chassis bearing shall.
36 is caused to move through the length of the recess 56, the disc chassis 34 is caused to pivot a distance of substantially 203 mm. about the pivot point 76 from its at rest disengaged position to its engaged position.
'l~he interaction of forces within the apparatus 24 is illustrated in Figure 8. As the force I~;, applied to the pedal or actuation switch 48 is increased, the actuation switch 48 acts upon the hydraulic pressure booster 78 to linearly (hb = Xha) and inerernentally increase the Iorce I~,, of the hydraulic fluid 62 Mowing through the fluid line 52. 'hhe fluid then acts on the hydraulic piston 50 with a force Fh causing the piston rod 60 to be displaced and extend further therefrom. 'fhe piston rod GO is pivotally connected to the chassis bearing shall 36 which is of length Dx. 'hhe chassis bearing shaft 36 is pivotally connected to the support structure 54 at one end and to the disc chassis 34 at the other end.
As the piston rod 60 is displaced, the chassis bearing shaft 36 is caused to pivot about the connection point 74. Force Fh is further increased by the chassis bearing shaft which is of length I~x, resulting in the moment Mb.~( Mhx = force Fb x length DX ) on the rollers 32 towards tl~c roadway 12 as indicated by tl~e arrows labeled with the numeral 80.
25 May, 1999 /~ view of the apparatus 24 in the engaged position is shown in Figure 9 from a back underside of the vehicle 2O. from this view, the piston rod 60 is shown at a bottom side of the recess 56 thereby fully extending the chassis bearing shaft 36 towards the roadway l2. 'rhe rollers 32 are positioned in engagement with the ice patch 14 to provide resistance from any lateral forces on the vehicle 26 thereby preventing the vehicle from sliding to either side while the apparatus 24 is engaged.
lvigures l (), 1 1 and 12 illustrate the anti ice skidding apparatus 24 including an alternate embodiment for the chassis bearing shaft 82. The alternate embodiment of the chassis bearing shaft 82 is forked and includes a first tine 86 and a second tine 88. The first and second tines 86 and 88, respectively, are connected on either side of the pair of rails 42 terming the disc chassis 34 by an axle 84. 'hhe forked chassis bearing shaft 82 is connected in a central location along the length of the disc chassis 34.
The chassis bearing shaft 82 includes an end for mounting the hydraulic piston opposite the connection to the disc chassis 34 and to the support structure 54 fixedly attached to the undercarriage of the motor vehicle 26.
A third embodiment of the chassis bearing shaft 90 for the anti ice skidding apparatus 24 IS ShOWII lIl Figures 13, 14 and 15. The chassis bearing shaft 90 includes a plurality of interconnected hollow cylinders 92. The cylinders are positioned in a 25 May, 1999 telescoping relationship whereby a top cylinder connected to the underside of the vehicle 26 has a largest circumference and each subsequent cylinder in the cylinder has a smaller circumference. The final cylinder having the smallest circumference is connected to the disc chassis 34 and moves therewith. First and second pistons 94 and 96, respectively, each include a respective piston rod 95 and 97, respectively, which are connected to an opposing side of the disc chassis 34. When the pistons 94 and 96 are activated to extend the piston rods, the piston rods 95 and 97 apply a pressure to the disc chassis 34 towards the roadway 12 and into the engaged position. As the disc chassis 34 moves with the piston rods 95 and 97 towards the roadway 12, the cylinder connected to the disc chassis 34 is also carried to towards the roadway 12. As the cylinder having the smallest ci1-cumference is carried towards the roadway 12 it is caused to extend from the cylinder to which it is connected. 'l~his continues for each subsequent cylinder until the rollers 32 engage the roadway 12.
Figure 15 illustrates the movement of the anti ice skidding apparatus 24 from the engaged position to the disengaged position, the disengaged position of the elements being shown in dashed lines. As can be seen from this figure, when in the engaged position, the cylinders 92 forming the CllaSSiS hearing shat 90 are in an extended position and the piston rods 95 and 97 are fully extended from the pistons 94 and 96. The pistons 94 and 96 are pivotally connected to tile underside of the vehicle 26 at pivot points 98 and 100, respectively, and pivot outward when moving the apparatus 24 into the engaged position.
When moving into the disengaged position, the piston rods are drawn into the pistons 94 and 96 and the cylinders 92 a1-e collapsed into one another.
25 May,1999 An alternate embodiment of the anti ice skidding apparatus 102 is illustrated in Figures 16 and 17. This embodiment includes a blade 104 including an hydraulic CUIInCCtloll 10G and a cable connection 108 for extending and retracting the blade between an operative and at rest position. The hydraulic connection lOG is connected to the fluid line 52 through which the hydraulic fluid is caused to flow and the cable connection 108 is connected between the hydraulic correction l0G and the blade 104.
The cable connection consists of a cable 1 10 and a pulley 112 through which the cable 110 extends to coWact the blade 104. 'fhe opposite end of the cable is connected to a piston rod 114 of the piston forming the hydraulic connection 10G. When in the operative position the blade 104 is utilized as a braking device able to provide friction with the icy surface of the roadway and to resist lateral forces on the vehicle in a manner similar to the rollers previously described.
When the operator 28 of the vehicle 2G applies a pressure to the pedal 48 within the cabin of the vehicle 2G as illustrated in Figure 1G, the hydraulic fluid is caused to flow through the fluid line 52 and into the hydraulic connection l OG, e.g.
hydraulic piston, causing the piston rod 1 10 to extend further from the piston. ~1s the piston rod 110 is caused to extend further, a force is applied to the cable 1 10. The cable 110 causes the blade 1 14 to be lowered into the engaged position in response to the force and contact the roadway 12. When the pedal 48 is released, the force of the hydraulic 25 May,1999 fluid is removed from the piston causing the piston rod 114 to be retracted.
As the piston is retracted, a lorcc iv applied to tltc cable 1 10 which hulls the blade towards the vehicle 2G rcnu>ving tl~e blade 104 froth contact with the roadway 12.
):figures 18 and 19 illustrate a bottom view of the vehicle 2G showing a preferred position for the anti ice skidding apparatus 10 or 102. As can be seen from these figures, one anti ice skidding apparatus 10 or 1 U2 is positioned on either side of the vehicle and are both controlled by the same pedal 48. Figure 18 illustrates the use of its own hydraulic reservoir 116 while the (wake mechanism of the vehicle 118 uses a separate hydraulic reservoir 120. Figure 19 illustrates use of the hydraulic reservoir 120 of the brake system 118 by the anti ice skidding apparatus 10. In either system application of a force to the pedal 48 will cause hydraulic fluid to flow in both fluid lines 52 causing the anti ice skidding apparatus 10 or 102 to thereby fill the piston 50 and cause the piston rod 60 to extend further therefrom. As explained previously, extending the piston rod 60 causes the chassis bearing shaft 36 to pivot towards the roadway 12 carrying the disc chassis 34 and rollers 32 therewith until the rollers 32 engage the roadway 12.
'The operation of the anti ice skidding apparatus 10 will now be described with reference to the figures, and specifically the figures illustrating the first embodiment described.
In operation, the anti ice skidding apparatus 10 is positioned on an underside of a vehicle 26 and connected to a hydraulic reservoir 58 via a fluid line 52 and an actuating switch or pedal 48. 'The pedal 48 is located in the cabin of the vehicle 26 at a position which is easily reached by a operator 46 of the vehicle 26.
25 May, 1999 When the vehicle 26 travels over a patch of ice 14 on the roadway 12 and begins to lose traction, the operator 46 will apply a pressure to the pedal 48 for activating the anti ice skidding apparatus 10 or 102. Activating of the pedal 48 connects the hydraulic reservoir 58 to the fluid line 52 allowing hydraulic fluid 62 to flow from the reservoir through the fluid line 52 and to the piston 50. The hydraulic fluid 62 is received within the piston 50 and applies a force to the piston rod 60 causing the piston rod 60 to be extended from the piston 50. The ' piston rod 60 extends through the recess 56 in the support structure 54 and connects to the chassis bearing shaft 36. As the piston rod 60 extends further from the piston S0, it is caused to travel along the recess 56 until it reaches the bottom of the recess 56. As the chassis bearing shaft 36 is connected to the piston rod 56, it is caused to pivot as the piston rod 60 travels along the length of Ihc recess 56.
The disc chassis 34 includes a plurality of rollers 32 connected thereto, the rollers 32 contacting the icy patch 14 on the roadway 12 for providing resistance to any lateral forces acting on the vehicle 26. The disc chassis 34 is also pivotally connected to the chassis bearing shaft 36 and pivots therewith. As the chassis bearing shall 36 pivots towards the roadway 12, the disc chassis 34 anti rollers 32 pivot therewith until the rollers 32 engage the icy patch 14 on the roadway 12. As the rollers 32 include a sharp edge extending around the periphery thereof, the rollers are able to cut a groove into the icy patch 14 and travel along the groove created in the icy patch 14. 'I~he rollers 32 thus add to the stability and maneuverability of the vehicle 26 providing resistance to lateral forces acting on the vehicle 26 due to the engagement 2S May, 1999 with the icy patch 14. rI'he rollers 32 tray also include teeth along the sharp edge 45 thereof for providing additional resistance to lateral forces and increased traction for the vehicle 26.
(Jnce the vehicle passes over the icy patch 14, the operator will activate the pedal 48 again causing the hydraulic reservoir 58 to be cut tiff from the fluid line 52. 'Thus, the pressure applied on the piston rod 60 will be removed and the spring 66 within the piston 50 will cause the piston rod 60 to be retracted. 'fhe retraction of the piston rod 60 causes the piston rod 60 to ride up along the recess 56 with the chassis bearing shaft 36. As this occurs, the chassis bearing shaft 36 pivots away from the roadway 12 carrying the disc chassis 34 and rollers 32 with it. As the rollers 32 al-e lifted off of the roadway 12, the added resistance to the lateral forces is removed and the anti ice skidding apparatus 10 is placed in the at rest disengaged position until the pedal 48 is reactivated.
From the above description it can be seen that the anti ice skidding apparatus of the present invention is able to overcome the shortcomings of prior art devices by providing a anti ice skidding apparatus which is able to be connected to an undercarriage of a motor vehicle, resist lateral forces without impeding the forward momentum of the vehicle and be deployed for engagement with a surfat;e on which the motor vehicle is traveling from within a motor vehicle. Deployment of the anti ice skidding apparatus is through use of an actuator switch connected to a hydraulic piston for activating an extender to a chassis bearing shall for nuwing a plurality of sharp edged discs arrayed in a serial alignment to contact a surface on which the vehicle is traveling. The chassis bearing shaft rnay mount 25 Mey, 1999 astride the disc chassis. Alternatively, the anti ice skidding apparatus may include a vertically mounted hydraulic piston connected to the disc chassis and divergent vertically mounted chassis bearing shafts also connected to the disc chassis. The anti ice skidding apparatus may also include a blade which is hydraulically deployed and is used as a brake for a motor vehicle while on an icy surface. Furthermore, the anti ice skidding apparatus of the present invention is simple and easy to use and economical in cost to manufacture.
It will be understood that each of the elements described above, or two or more together may also find a useful application in other types of methods differing from the type described above.
While certain novel features of this invention have been shown and described and are pointed out in the annexed claims, it is not intended to be limited to the details above, since it will be understood that various omissions, modifications, substitutions and changes in the forms and details of the device illustrated and in its operation can be made by those skilled in the art without departing in any way from the spirit of the present invention.
Without further analysis, the foregoing will so fully reveal the gist of the present invention that others can, by applying current knowledge, readily adapt it for various applications without omitting features that, from the standpoint of prior art, fairly constitute essential characteristics of the generic or specific aspects of this invention.
25 May, 1999
The present invention relates generally to motor vehicle anti skid devices and, more specifically, to an apparatus attached to the undercarriage of a motor vehicle and activated by a user within the motor vehicle to extend until at least a portion thereof engages an icy surface whereby the apparatus will provide a resistance to lateral movement by the motor vehicle.
A primary object of the present invention is to provide an anti ice skidding apparatus that will overcome the shortcomings of prior ari devices.
A further object of the present invention is to provide an anti ice skidding apparatus able to be connected to an undercarriage of a motor vehicle and resist lateral forces without impeding the forward momentum of the vehicle.
Another object of the present invention is to provide an anti ice skidding apparatus able to be deployed for engagement with a surface on which the motor vehicle is traveling from within a motor vehicle.
24 May, 1999 A still further object of the present invention is to provide an anti ice skidding apparatus wherein the deployment device uses an actuator switch connected to a hydraulic piston.
A yet further object of the present invention is to provide an anti ice skidding apparatus wherein the hydraulic piston is connected to an extender for a chassis bearing shaft.
Another object of the present invention is to provide an anti ice skidding apparatus wherein the chassis includes a plurality of sharp edged discs arrayed in a serial alignment.
A still further object of the present invention is to provide an anti ice skidding apparatus wherein the chassis bearing shag mounts astride the disc chassis.
A yet further object of the present invention is to provide an anti ice skidding apparatus having a vertically mounted hydraulic pislotl connected to the disc chassis and divergent vertically mounted chassis bearing shafts also connected to the disc chassis.
A still further object of the present invention is to provide an anti ice skidding apparatus having a blade which is hydraulically deployed and is used as a brake for a motor vehicle while on an icy surface.
G
24 Mny,1999 Another object of the present invention is to provide an anti ice skidding apparatus that is simple a~ul easy to use.
A still further object of the present invention is to provide an anti ice skidding apparatus that is economical in cost to manufacture.
Additional objects of the present invention will appear as the description proceeds.
An anti ice skidding apparatus for providing resistance to lateral forces acting on a vehicle is disclosed by the present invention. The anti ice skidding apparatus includes a disc chassis, a device for engaging a roadway pivotally connected to the disc chassis and a device for securing the disc chassis tv an underside of the vehicle. A device is connected to the securing device for pivoting the securing device between a first position maintaining the disc chassis and engaging device at a distance above the roadway and a second position placing the engaging device in engagement with the roadway. 'hhe engaging device is able to engage the roadway and provide additional resistance to lateral forces acting on the vehicle when in the second position. The engaging device may be one of a plurality of rollers or a blade which will engage with icy surfaces on the roadway and cut a groove in the icy surface to provide additional resistance to the lateral forces acting on the vehicle.
The plurality of rollers and the blade each include a sharp edge extending around a periphery thereof, the sharp edge acting to cut a groove on any icy or soft surfaces over which the vehicle passes when in the second engaged position.
24 Mey, 1999 T'o the accomplishment of the above and related objects, this invention may be embodied in the form illustrated in the accompanying drawings, attention being called to the fact, however, that the drawings are illustrative only, and that changes may be made in the specific construction illustrated and described within the scope of the appended claims.
24 Mey, 1999 I3It11:1~ DESCIZIY'I'ION OF 'I'I-IE DRAWING FIGURES
Various other objects, features and attendant advantages of the present invention will become more litlly appreciated as the same becomes better understood when considered in conjunction with the accompanying drawings, in which like reference characters designate the same or similar parts throughout the several views.
FIGURE 1 is a perspective view of a conventional motor vehicle about to enter upon a sheet of ice whereupon the steering and braking systems of the vehicle will encounter difficulties with traction and breaking on the tractionless surface;
FIGURE 2 is a perspective view of the vehicle shown in figure 1 traveling over the icy surface, a view of the vehicle skidding on the icy surface is shown in dashed lines;
FIGURL 3 is a perspective view of a vehicle including the anti ice skidding apparatus of the present invention installed thereon and engaged as the vehicle travels over a patch of ice on a road;
I~1GURC 3A is an enlarged view of the anti ice skidding apparatus of the present invention engaging a palclt of ice taken from within the circle labeled 3A of Figure 3;
24 May, 1999 FIGURE 4 is an enlarged view of the anti ice skidding apparatus of the present invention;
FIGURC 5 is a side view of a motor vehicle with the anti ice skidding apparatus of the present invention installed thereon, the vehicle being illustrated in dashed lines to show an operator of the vehicle activating the anti ice skidding apparatus;
I~IGUIZI: SIB is an enlarged view of the anti ice skidding apparatus of the present invention taken from within the circle labeled SA of Figure 5;
FIGURE SB is an enlarged view with parts cut away of the hydraulic piston of the anti ice skidding apparatus of the present invention;
FIGURC 6 is a side view of a motor vehicle with the anti ice skidding apparatus of the present invention installed thereon in a disengaged position;
hIGURL 6A is an enlarged view of the anti ice skidding apparatus of the present invention lakea ti-onl within tl~e circle labeled fi~1 of figure G, tltc anti ice skidding apparatus is shown in the engaged position by dashed lines;
FIGURE 7 is a side view of the atlti ice skidding apparatus of the present invention in the fully deployed operative position;
24 May, 1999 rIGURL; 8 is a side view of the anti ice skidding apparatus of the present invention illustrating a physical force (1~a) being applied to actuate the apparatus;
~IGLIRI9 is ~ rear undercarriage view of the motor vehicle including the anti ice skidding apparatus of the present invention installed thereon and in a fully extended position;
FIGURL 10 is a perspective view of a second embodiment of the chassis bearing shaft for the anti ice skidding apparatus of the present invention;
I~IGURr 11 is an enlarged perspective view of the second embodiment of the anti ice skidding apparatus of the present invention installed on a vehicle and in the engaged position;
hIGUIZE 12 is a rear undercarriage view of a motor vehicle icicluding the second embodiment of the anti ice skidding apparatus of the present invention installed thereon;
PIGUItE 13 is a side view of a motor vehicle including the second embodiment of the anti ice skidding apparatus of the present invention installed thereon, the vehicle being 24 May, 1999 illustrated in dashed lines to show an operator of the vehicle activating the anti ice skidding apparatus;
hIGURE 14 is a rear undercarriage view of a third embodiment of the anti ice skidding apparatus of the present invention having two pivotal divergent chassis bearing shafts connected to the disc chassis;
FICiUR~ 15 is an enlarged view of the third embodiment of the anti ice skidding apparatus of the present invention with the retracted non operative position of the apparatus being shown in dashed lines;
rIGURI? IG is a perspective view of the anti ice skidding apparatus of the present invention including an additional blade for use as an additional braking device when engaging an icy surface;
FIGURE 17 is an enlarged view of the anti ice skidding apparatus of the present invention including the additional blade taken from within the circle labeled 17 of Figure 1 G;
a4 M~y, a~9 l~lCiLlItl? 1 R is a bottom view of a vehicle leaving the anti ice skidding apparatus of the present invention connected to the under carriage thereof and having a dedicated hydraulic reservoir system; and F1GURL 19 is bottom view of a vehicle having the anti ice skidding apparatus of the present IrlVCrltl011 COIlIICCICd to the under carriage thereof and using the hydraulic reservoir systcrn of the motor vehicle.
24 May, 1999 DESCRIIrfION OF'fIIE REFERENCED NUMERALS
Turning now descriptively to the drawings, in which similar reference characters denote similar elements throughout the several views, the higures illustrate the anti ice skidding apparatus of the present invention. With regard to the reference numerals used, the following numbering is used throughout the val-ious drawing figures.
lU motor vehicle 12 roadway 14 patch of ice on roadway 16 tires of vehicle 18 arrows indicating lateral forces applied to vehicle 2U dashed outline of vehicle subject tv lateral forces 22 objecUtrees on side of roadway 24 anti ice skidding apparatus of the present invention 24 May, 1999 26 motor vehicle tv which anti ice skidding apparatus is attached 28 underside of motor vehicle 3U tires of motor vehicle 32 plurality of rollers 33 bearing pivotally connecting disc chassis and chassis bearing shaft 34 disc chassis 35 cut formed in ice by rollers 36 chassis bearing shaft 37 ice chips being displaced by rollers 38 ~u-row indicating pivoting of support structure 4U roller bearing 2~ May, 1999 42 pair of rails forming disc chassis 44 arrow indicating rotation of rollers 45 cutting edge of roller 46 operator of vehicle 48 pedal Cor actuating apparatus 50 hydraulic piston 52 fluid line 54 support structure 56 recess extending through support structure 58 source of hydraulic fluid 60 piston rod 62 hydraulic fluid 24 May, 1999 64 arrows indicating flow of hydraulic fluid through fluid line 66 spring within piston 68 arrow indicating movement of apparatus from engaged to disengaged position 70 arrow indicating tnovement of apparatus from disengaged to engaged position 72 arrow indicating retraction of the piston 74 connectiot>Jpivot point between chassis bearing shaft and support structure 76 connectivtl/pivot point between disc chassis and chassis bearing shaft 78 brake booster 80 al-rows indicating moment on the rollers applied by the chassis bearing shailr 24 May, 1999 82 second embodiment of the chassis bearing shaft 84 axle connecting chassis bearing shall to disc chassis 86 first tine of second embodiment of chassis bearing shaft 88 second tine of chassis hearing shaft 9() third embodiment of chassis bearing shaft 92 cylinders forming third embodiment of chassis bearing shaft 94 first piston 95 piston rod for first piston 96 second piston 97 piston rod for second piston 98 pivot point connecting first piston to vehicle I4 Mny, 1999 100 pivot point connecting second piston to vehicle 102 alternate embodiment of the anti ice skidding apparatus 104 blade l OG hydraulic connection 108 cable connection 1 10 cable 1 12 pulley 114 piston rod 11 G hydraulic reservoir for anti ice skidding apparatus 1 18 brake system of vehicle 12U hydraulic reservoir for brake sysletn 24 May, 1999 Dr'I' I . ? ) )I:_~C IIrfION OF T'IIE~' F.FGRRF. ) ~_MI30DIMP.NT
Turning now descriptively to the drawings, in which similar reference characters denote similar elements throughout the several views, Figures 3 through 19 illustrate the anti ice skidding apparatus of the present invention indicated generally by the numeral 24.
The anti ice skidding apparatus 24 is illustrated in Figures 3 and 3A attached to a motor vehicle 26. 'i~he apparatus 24 is connected to an underside 28 and positioned between the tires 30 on either side of the vehicle 26. '1'Itc apparatus 24 includes of a plurality of rollers 32 mounted to a disc chassis 34. A chassis bearing shaft 36 is connected to a central section of the disc chassis 34 for moving the plurality of rollers 32 between an activation position in which the rollers engage the roadway 12 or ice patch 14 and a deactivated position in which the rollers 32 arc not engaged with the roadway 12 or ice patch 14. 'the apparatus 24 is illustrated in the activated position engaging the ice patch 14 as is shown by the cut 35 formed in the ice patch 14 and the ice chips 37 being displaced by the rollers 32.
figure 4 illustrates a perspective view of the anti ice skidding apparatus 24 of the present invention. As Call be seen from this figure, the chassis bearing shaft 36 is pivotally connected to the disc. chassis 34 at a pivot point by a bearing 33. The pivotal nature of the connection is shown by the arrows indicating the pivoting of the chassis bearing shaft 36 labeled with the numeral 38. 'Ihe disc chassis 34 includes a pair of opposed rails 42 having a plurality of fixedly positioned axles. Each of the plurality of rollers 32 are rotatably 25 May, 1999 connected between the hair of rails 42 by a respective roller bearing 4U. Each roller 32 is able to rotate about its respective roller bearing 40 as indicated by the arrows labeled with the numeral 44. Each of the plurality of rollers 32 has a cutting edge 45 located along a periphery thereof for cutting into the ice when the disc chassis 34 is extended by the chassis bearing shaft 36 into the engaged position.
figure 5 is a perspective view liken in the direction of the arrow labeled 5 in l:igure 3 and shows the vehicle 2G and a vehicle operator 4G in dashed lines. An enlarged view of the anti ice skidding apparatus 24 1S s110W11 In Figure SA taken from within the circle labeled with the numeral SA in Figure 5. Shown is the motor vehicle operator 46 engaging a pedal or actuation switch 48 for actuating an hydraulic piston 50. The hydraulic piston 50 is pivotally conacctcd to the underside of the vehicle 2G and is actuated by the pedal 48 through a fluid line 52. A support structure 54 is secured to the undercarriage of the vehicle 2G and the chassis bearing shall 3G is pivotally connected thereto. A
recess 56 extends through the support structure 54 and a piston rod 6U of the hydraulic piston SU
extends therethrough and engages the chassis bearing shaft 36. The size of the recess 56 determines the range within which the chassis bearing shall 3G is able to pivot. When the piston rod 60 is positioned at the base of the recess SG as shown in 1~igure SA, the apparatus 24 will be in the activated position and the rollers 32 will engage the ice patch 14. 'fhe pedal 48 is connected between a source of hydraulic fluid 58 and the hydraulic piston 50. Upon engaging or applying pressure to the pedal 48, the source of hydraulic 25 May, 1999 fluid 58 is connected to deliver hydraulic fluid through the fluid line 52 to the hydraulic piston 50. '1"his causes the hydraulic piston rod 60 to be extended from the hydraulic piston 50 thereby moving the piston rod GO along the length of the recess 56 to the base of the recess SO and pivoting lllc chassis bearing sllatt 36 towards lhc roadway 12.
The chassis bearing shaft 36 carries the disc chassis 34 and rollers 32 towards the roadway 12 as it pivots to place the rollers 32 into engagement with the roadway 12 or ice patch 14. The flow of hydraulic fluid 62 through the fluid line 52 is shown by the arrows labeled with the numeral 64.
An enlarged view with parts cut away oC the inside of the hydraulic piston 50 is ShOWIl 111 Figure SI3. 1'hls figure shows the tlow of hydraulic fluid against the piston rod 60. T'hc piston rod 60 includes a spring 66 therein whereby upon removal of the pressure supplied by the hydraulic fluid 62, such as when the operator 46 removes pressure from the pedal 48, the piston rod 60 will be caused to retract back into the hydraulic piston 50 IllOVlng the ilppariltUS 24 info a disengaged position as illustrated in figure 6.
An enlarged view of the apparatus 24 is illustrated in Figures 6A and 7 showing the movement between the engaged and disengaged positions. The engaged position is shown in dashed lines in Figure 6A and the disengaged position is shown in dashed lines in Figure 7. An arrow indicating the pivoting of the chassis bearing shaft 36 from the engaged position to the disengaged position is indicated by the numeral 68. An arrow indicating the 25 May, 1999 pivoting of the chassis bearing shaft 36 from the disengaged position to the engaged position is indicated by tl~c numeral 7(). /1s indicated by tlrc arrow labeled with tl~c numeral 72 in Figure 6A, when the apparatus moves from the engaged position to the disengaged position tl~c piston rod 6U is retracted back into the piston 50 riding along the length of the recess 56 until it reaches the top of the recess 56. As the piston rod 60 retracts the chassis bearing shaft 36 is carried with it, pivoting about the connection point 74 with the support structure 54 in a direction towards the vehicle 26. As the chassis bearing shaft 36 pivots in this direction, the disc chassis 34 is caused to pivot about its connection point 76 with the chassis bearing shall 36 as it rises above the roadway 12 carrying the rollers 32 therewith.
Figure 7 illustrates movement of the apparatus 24 in the opposite direction as Figure 6A, from the disengaged position to the engaged position. When a pressure is applied to the pedal 48 the brake booster 78 is caused to close thereby providing a flow path for the hydraulic Iluid in the reservoir 58. The hydraulic fluid Mows through the now line 52 and into the piston 50 exerting a force against the piston rod 60 and causing the piston rod 60 to extend further from the piston 50. As the piston rod 60 is extended from the piston 50 it rides ICOrl1 the top to the bottom of the recess 56. 'This causes the chassis bearing shall 36 connected to the piston rod 60 to pivot about the pivot point 74 towards the roadway and ice patch 14. As the chassis bearing shag 36 pivots, the disc chassis 34 is also caused to pivot about the pivot point 76 towards the roadway and ice patch 14. The 25 May, 1999 rollers 32 are carried with the disc chassis 34 until they contact the roadway 12. At this point the apparatus 24 is in the engaged position and the pivoting of the chassis bearing shaft 36 and disc chassis 34 ceases. As indicated in the figure, the length of the recess 56 and thus the maximum distance traveled by the chassis bearing shaft 36 at the connection to the piston rod 60 is preferably about 1 mm. As the chassis bearing shall.
36 is caused to move through the length of the recess 56, the disc chassis 34 is caused to pivot a distance of substantially 203 mm. about the pivot point 76 from its at rest disengaged position to its engaged position.
'l~he interaction of forces within the apparatus 24 is illustrated in Figure 8. As the force I~;, applied to the pedal or actuation switch 48 is increased, the actuation switch 48 acts upon the hydraulic pressure booster 78 to linearly (hb = Xha) and inerernentally increase the Iorce I~,, of the hydraulic fluid 62 Mowing through the fluid line 52. 'hhe fluid then acts on the hydraulic piston 50 with a force Fh causing the piston rod 60 to be displaced and extend further therefrom. 'fhe piston rod GO is pivotally connected to the chassis bearing shall 36 which is of length Dx. 'hhe chassis bearing shaft 36 is pivotally connected to the support structure 54 at one end and to the disc chassis 34 at the other end.
As the piston rod 60 is displaced, the chassis bearing shaft 36 is caused to pivot about the connection point 74. Force Fh is further increased by the chassis bearing shaft which is of length I~x, resulting in the moment Mb.~( Mhx = force Fb x length DX ) on the rollers 32 towards tl~c roadway 12 as indicated by tl~e arrows labeled with the numeral 80.
25 May, 1999 /~ view of the apparatus 24 in the engaged position is shown in Figure 9 from a back underside of the vehicle 2O. from this view, the piston rod 60 is shown at a bottom side of the recess 56 thereby fully extending the chassis bearing shaft 36 towards the roadway l2. 'rhe rollers 32 are positioned in engagement with the ice patch 14 to provide resistance from any lateral forces on the vehicle 26 thereby preventing the vehicle from sliding to either side while the apparatus 24 is engaged.
lvigures l (), 1 1 and 12 illustrate the anti ice skidding apparatus 24 including an alternate embodiment for the chassis bearing shaft 82. The alternate embodiment of the chassis bearing shaft 82 is forked and includes a first tine 86 and a second tine 88. The first and second tines 86 and 88, respectively, are connected on either side of the pair of rails 42 terming the disc chassis 34 by an axle 84. 'hhe forked chassis bearing shaft 82 is connected in a central location along the length of the disc chassis 34.
The chassis bearing shaft 82 includes an end for mounting the hydraulic piston opposite the connection to the disc chassis 34 and to the support structure 54 fixedly attached to the undercarriage of the motor vehicle 26.
A third embodiment of the chassis bearing shaft 90 for the anti ice skidding apparatus 24 IS ShOWII lIl Figures 13, 14 and 15. The chassis bearing shaft 90 includes a plurality of interconnected hollow cylinders 92. The cylinders are positioned in a 25 May, 1999 telescoping relationship whereby a top cylinder connected to the underside of the vehicle 26 has a largest circumference and each subsequent cylinder in the cylinder has a smaller circumference. The final cylinder having the smallest circumference is connected to the disc chassis 34 and moves therewith. First and second pistons 94 and 96, respectively, each include a respective piston rod 95 and 97, respectively, which are connected to an opposing side of the disc chassis 34. When the pistons 94 and 96 are activated to extend the piston rods, the piston rods 95 and 97 apply a pressure to the disc chassis 34 towards the roadway 12 and into the engaged position. As the disc chassis 34 moves with the piston rods 95 and 97 towards the roadway 12, the cylinder connected to the disc chassis 34 is also carried to towards the roadway 12. As the cylinder having the smallest ci1-cumference is carried towards the roadway 12 it is caused to extend from the cylinder to which it is connected. 'l~his continues for each subsequent cylinder until the rollers 32 engage the roadway 12.
Figure 15 illustrates the movement of the anti ice skidding apparatus 24 from the engaged position to the disengaged position, the disengaged position of the elements being shown in dashed lines. As can be seen from this figure, when in the engaged position, the cylinders 92 forming the CllaSSiS hearing shat 90 are in an extended position and the piston rods 95 and 97 are fully extended from the pistons 94 and 96. The pistons 94 and 96 are pivotally connected to tile underside of the vehicle 26 at pivot points 98 and 100, respectively, and pivot outward when moving the apparatus 24 into the engaged position.
When moving into the disengaged position, the piston rods are drawn into the pistons 94 and 96 and the cylinders 92 a1-e collapsed into one another.
25 May,1999 An alternate embodiment of the anti ice skidding apparatus 102 is illustrated in Figures 16 and 17. This embodiment includes a blade 104 including an hydraulic CUIInCCtloll 10G and a cable connection 108 for extending and retracting the blade between an operative and at rest position. The hydraulic connection lOG is connected to the fluid line 52 through which the hydraulic fluid is caused to flow and the cable connection 108 is connected between the hydraulic correction l0G and the blade 104.
The cable connection consists of a cable 1 10 and a pulley 112 through which the cable 110 extends to coWact the blade 104. 'fhe opposite end of the cable is connected to a piston rod 114 of the piston forming the hydraulic connection 10G. When in the operative position the blade 104 is utilized as a braking device able to provide friction with the icy surface of the roadway and to resist lateral forces on the vehicle in a manner similar to the rollers previously described.
When the operator 28 of the vehicle 2G applies a pressure to the pedal 48 within the cabin of the vehicle 2G as illustrated in Figure 1G, the hydraulic fluid is caused to flow through the fluid line 52 and into the hydraulic connection l OG, e.g.
hydraulic piston, causing the piston rod 1 10 to extend further from the piston. ~1s the piston rod 110 is caused to extend further, a force is applied to the cable 1 10. The cable 110 causes the blade 1 14 to be lowered into the engaged position in response to the force and contact the roadway 12. When the pedal 48 is released, the force of the hydraulic 25 May,1999 fluid is removed from the piston causing the piston rod 114 to be retracted.
As the piston is retracted, a lorcc iv applied to tltc cable 1 10 which hulls the blade towards the vehicle 2G rcnu>ving tl~e blade 104 froth contact with the roadway 12.
):figures 18 and 19 illustrate a bottom view of the vehicle 2G showing a preferred position for the anti ice skidding apparatus 10 or 102. As can be seen from these figures, one anti ice skidding apparatus 10 or 1 U2 is positioned on either side of the vehicle and are both controlled by the same pedal 48. Figure 18 illustrates the use of its own hydraulic reservoir 116 while the (wake mechanism of the vehicle 118 uses a separate hydraulic reservoir 120. Figure 19 illustrates use of the hydraulic reservoir 120 of the brake system 118 by the anti ice skidding apparatus 10. In either system application of a force to the pedal 48 will cause hydraulic fluid to flow in both fluid lines 52 causing the anti ice skidding apparatus 10 or 102 to thereby fill the piston 50 and cause the piston rod 60 to extend further therefrom. As explained previously, extending the piston rod 60 causes the chassis bearing shaft 36 to pivot towards the roadway 12 carrying the disc chassis 34 and rollers 32 therewith until the rollers 32 engage the roadway 12.
'The operation of the anti ice skidding apparatus 10 will now be described with reference to the figures, and specifically the figures illustrating the first embodiment described.
In operation, the anti ice skidding apparatus 10 is positioned on an underside of a vehicle 26 and connected to a hydraulic reservoir 58 via a fluid line 52 and an actuating switch or pedal 48. 'The pedal 48 is located in the cabin of the vehicle 26 at a position which is easily reached by a operator 46 of the vehicle 26.
25 May, 1999 When the vehicle 26 travels over a patch of ice 14 on the roadway 12 and begins to lose traction, the operator 46 will apply a pressure to the pedal 48 for activating the anti ice skidding apparatus 10 or 102. Activating of the pedal 48 connects the hydraulic reservoir 58 to the fluid line 52 allowing hydraulic fluid 62 to flow from the reservoir through the fluid line 52 and to the piston 50. The hydraulic fluid 62 is received within the piston 50 and applies a force to the piston rod 60 causing the piston rod 60 to be extended from the piston 50. The ' piston rod 60 extends through the recess 56 in the support structure 54 and connects to the chassis bearing shaft 36. As the piston rod 60 extends further from the piston S0, it is caused to travel along the recess 56 until it reaches the bottom of the recess 56. As the chassis bearing shaft 36 is connected to the piston rod 56, it is caused to pivot as the piston rod 60 travels along the length of Ihc recess 56.
The disc chassis 34 includes a plurality of rollers 32 connected thereto, the rollers 32 contacting the icy patch 14 on the roadway 12 for providing resistance to any lateral forces acting on the vehicle 26. The disc chassis 34 is also pivotally connected to the chassis bearing shaft 36 and pivots therewith. As the chassis bearing shall 36 pivots towards the roadway 12, the disc chassis 34 anti rollers 32 pivot therewith until the rollers 32 engage the icy patch 14 on the roadway 12. As the rollers 32 include a sharp edge extending around the periphery thereof, the rollers are able to cut a groove into the icy patch 14 and travel along the groove created in the icy patch 14. 'I~he rollers 32 thus add to the stability and maneuverability of the vehicle 26 providing resistance to lateral forces acting on the vehicle 26 due to the engagement 2S May, 1999 with the icy patch 14. rI'he rollers 32 tray also include teeth along the sharp edge 45 thereof for providing additional resistance to lateral forces and increased traction for the vehicle 26.
(Jnce the vehicle passes over the icy patch 14, the operator will activate the pedal 48 again causing the hydraulic reservoir 58 to be cut tiff from the fluid line 52. 'Thus, the pressure applied on the piston rod 60 will be removed and the spring 66 within the piston 50 will cause the piston rod 60 to be retracted. 'fhe retraction of the piston rod 60 causes the piston rod 60 to ride up along the recess 56 with the chassis bearing shaft 36. As this occurs, the chassis bearing shaft 36 pivots away from the roadway 12 carrying the disc chassis 34 and rollers 32 with it. As the rollers 32 al-e lifted off of the roadway 12, the added resistance to the lateral forces is removed and the anti ice skidding apparatus 10 is placed in the at rest disengaged position until the pedal 48 is reactivated.
From the above description it can be seen that the anti ice skidding apparatus of the present invention is able to overcome the shortcomings of prior art devices by providing a anti ice skidding apparatus which is able to be connected to an undercarriage of a motor vehicle, resist lateral forces without impeding the forward momentum of the vehicle and be deployed for engagement with a surfat;e on which the motor vehicle is traveling from within a motor vehicle. Deployment of the anti ice skidding apparatus is through use of an actuator switch connected to a hydraulic piston for activating an extender to a chassis bearing shall for nuwing a plurality of sharp edged discs arrayed in a serial alignment to contact a surface on which the vehicle is traveling. The chassis bearing shaft rnay mount 25 Mey, 1999 astride the disc chassis. Alternatively, the anti ice skidding apparatus may include a vertically mounted hydraulic piston connected to the disc chassis and divergent vertically mounted chassis bearing shafts also connected to the disc chassis. The anti ice skidding apparatus may also include a blade which is hydraulically deployed and is used as a brake for a motor vehicle while on an icy surface. Furthermore, the anti ice skidding apparatus of the present invention is simple and easy to use and economical in cost to manufacture.
It will be understood that each of the elements described above, or two or more together may also find a useful application in other types of methods differing from the type described above.
While certain novel features of this invention have been shown and described and are pointed out in the annexed claims, it is not intended to be limited to the details above, since it will be understood that various omissions, modifications, substitutions and changes in the forms and details of the device illustrated and in its operation can be made by those skilled in the art without departing in any way from the spirit of the present invention.
Without further analysis, the foregoing will so fully reveal the gist of the present invention that others can, by applying current knowledge, readily adapt it for various applications without omitting features that, from the standpoint of prior art, fairly constitute essential characteristics of the generic or specific aspects of this invention.
25 May, 1999
Claims (17)
1. An anti ice skidding apparatus for providing resistance to lateral forces acting on a vehicle, said anti ice skidding apparatus comprising:
a) a disc chassis;
b) means for engaging a roadway pivotally connected to said disc chassis; and c) means for securing said disc chassis to an underside of the vehicle; and d) means connected to said securing means for pivoting said securing means between a first position maintaining said disc chassis and engaging means at a distance above the roadway and a second position placing said engaging means in engagement with the roadway whereby said engaging means is able to engage the roadway and provide additional resistance to lateral forces acting on the vehicle.
a) a disc chassis;
b) means for engaging a roadway pivotally connected to said disc chassis; and c) means for securing said disc chassis to an underside of the vehicle; and d) means connected to said securing means for pivoting said securing means between a first position maintaining said disc chassis and engaging means at a distance above the roadway and a second position placing said engaging means in engagement with the roadway whereby said engaging means is able to engage the roadway and provide additional resistance to lateral forces acting on the vehicle.
2. The anti ice skidding apparatus as recited in Claim 1, wherein said engaging means is a plurality of rollers.
3. The anti ice skidding apparatus as recited in Claim 2, wherein said means for supporting includes a support structure connected to an underside of the vehicle and a chassis bearing shaft pivotally connected to said support structure thereby said pivoting means is connected to said chassis bearing shaft and causes said chassis bearing shaft to pivot said disc chassis and rollers between said first and second positions.
4. The anti ice skidding apparatus as recited in Claim 3, wherein said pivoting means is an hydraulic piston including a piston rod extending therefrom, said piston rod being connected to said chassis bearing mount.
5. The anti ice skidding apparatus as recited in Claim 4, wherein said support structure includes an elongated recess extending therethrough and said piston rod extends through said recess for connecting to said chassis bearing shaft on an opposite side of said recess, said recess defining the range of pivoting for said chassis bearing shaft.
6. The anti ice skidding apparatus as recited in Claim 2, wherein said rollers include a sharp edge extending around a periphery thereof, said sharp edge acting to cut a groove on any icy or soft surfaces over which the vehicle passes when said disc chassis and rollers are in said second engaged position.
7. The anti ice skidding apparatus as recited in Claim 1, wherein said engaging means is a blade, said blade providing a braking force to said vehicle.
8. The anti ice skidding apparatus as recited in Claim 3, wherein said disc chassis includes a pair of opposing rails, and said chassis bearing shaft is connected to a connection point between said pair of rails.
9 . The anti ice skidding apparatus as recited in Claim 4, further comprising an hydraulic reservoir and a fluid line connecting said hydraulic reservoir to said piston, said hydraulic reservoir providing hydraulic fluid to said hydraulic piston through said fluid line when said chassis bearing shaft is pivoting said disc chassis into said second engaged position.
10. The anti ice skidding apparatus as recited in Claim 9 further comprising an actuation switch connecting said hydraulic reservoir to said fluid line, said actuation switch being positioned within a cabin of the vehicle and easily reachable by the operator for connecting said hydraulic reservoir to said fluid line to allow hydraulic fluid to pass to the hydraulic piston.
11. The anti ice skidding apparatus as recited in Claim 10 wherein said actuation switch is a pedal positioned adjacent the operators feet while driving the vehicle.
12. The anti ice skidding apparatus as recited in Claim 10 wherein said hydraulic reservoir is the hydraulic reservoir used by a braking system of the vehicle.
13. The anti ice skidding apparatus as recited in Claim 3, wherein said chassis bearing shaft includes a forked chassis forming first and second tines, said first and second tines being positioned on either side of said disc chassis and connected to said disc chassis.
14. The anti ice skidding apparatus as recited in Claim 3, wherein said chassis bearing mount includes a plurality of telescopically connected cylinders, a first one of said cylinders having a largest circumference and being connected to said support structure and a last one of said cylinders having a smallest diameter and being connected to said disc chassis.
15. The anti ice skidding apparatus as recited in Claim 14 wherein said means for pivoting includes first and second pistons connected on opposing sides of said disc chassis for moving said telescoped cylinders between a first collapsed position in which said engaging means is at a distance from said roadway and a second extended position in which said engaging means is engaged with the roadway.
16. The anti ice skidding apparatus as recited in Claim 7, wherein said pivoting means includes a cable connection and a hydraulic connection, said cable connection being connected between said blade and said hydraulic connection wherein actuation of said hydraulic connection causes said cable connection to pivot said blade between said first position and said second position.
17. The anti ice skidding apparatus as recited in Claim 16, wherein said cable connection includes a cable and a pulley system for controlling pivoting of said blade in a forward and reverse direction between said first position and said second position.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US09/326,318 | 1999-06-07 | ||
| US09/326,318 US6220397B1 (en) | 1999-06-07 | 1999-06-07 | Anti ice skidding apparatus |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2297605A1 true CA2297605A1 (en) | 2000-12-07 |
Family
ID=23271719
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002297605A Abandoned CA2297605A1 (en) | 1999-06-07 | 2000-01-28 | Antiice skidding apparatus |
Country Status (2)
| Country | Link |
|---|---|
| US (1) | US6220397B1 (en) |
| CA (1) | CA2297605A1 (en) |
Families Citing this family (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2009060502A1 (en) * | 2007-11-05 | 2009-05-14 | Masao Inuzuka | Ground contact condition controller for wheel apparatus |
| US20090194372A1 (en) * | 2008-02-04 | 2009-08-06 | Zoltan Egeresi | Hitch attachable no skid emergency brake |
| ES2402973B1 (en) * | 2011-08-04 | 2014-04-29 | Mariano GADEA CERDERA | SAFETY DEVICE IN CASE OF REVENTON OR LOSS OF PRESSURE OF TIRES IN TRANSPORT VEHICLES |
| US9340087B2 (en) * | 2012-04-12 | 2016-05-17 | James P. Atkinson | Adjustable height trailer |
| ES2478116B1 (en) * | 2013-01-17 | 2015-03-10 | Martin Nicolás Rodriguez | Braking and safety platform |
| WO2014128713A1 (en) * | 2013-02-25 | 2014-08-28 | Veer Babu Narayan N | Crash prevention attachment for light vehicles |
| EP3397533A4 (en) * | 2015-12-28 | 2019-10-23 | Krasnoff, Curren | Braking system |
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- 1999-06-07 US US09/326,318 patent/US6220397B1/en not_active Expired - Fee Related
-
2000
- 2000-01-28 CA CA002297605A patent/CA2297605A1/en not_active Abandoned
Also Published As
| Publication number | Publication date |
|---|---|
| US6220397B1 (en) | 2001-04-24 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| EEER | Examination request | ||
| FZDE | Discontinued | ||
| FZDE | Discontinued |
Effective date: 20030128 |